EP0568167B1 - Verfahren zum Bestimmen des Rollwiderstandes von Eisenbahnfahrzeugen - Google Patents
Verfahren zum Bestimmen des Rollwiderstandes von Eisenbahnfahrzeugen Download PDFInfo
- Publication number
- EP0568167B1 EP0568167B1 EP93250107A EP93250107A EP0568167B1 EP 0568167 B1 EP0568167 B1 EP 0568167B1 EP 93250107 A EP93250107 A EP 93250107A EP 93250107 A EP93250107 A EP 93250107A EP 0568167 B1 EP0568167 B1 EP 0568167B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- values
- running
- determined
- path
- rolling resistance
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L17/00—Switching systems for classification yards
Definitions
- the invention relates to a method according to the preamble of claim 1.
- Such a method is, for. B. from DE-PS 12 36 256 known.
- the rolling resistance of a department running through a measuring section in free running is usually determined by inferring from the distance from the track switching means and the times of their actuation the entry and exit speeds of the departments into or from a measuring section. These speed values are squared and then subtracted from each other. The resulting value is divided by the double distance between the measuring bases for the speed determination, multiplied by the value of a reduced acceleration due to gravity, and then subtracted from the inclination of the measuring section (DE-PS 12 36 256).
- the values for the rolling resistance of a department determined using the aforementioned relationships are quite imprecise for various reasons.
- the measuring base is usually quite short due to the constant inclination of the track.
- the rolling resistances that can be determined with the known devices generally include not only the actual rolling resistance of a vehicle, which is essentially speed-independent, but also other resistances, which are largely speed-dependent, essentially track-dependent resistances due to horizontal and vertical deviations of the loaded rails within the Measuring section from the ideal line. Furthermore, the measuring devices do not take into account the influence of the wind on the running departments, or do so only very inadequately, and neither when determining the rolling resistance nor when the departments later run / runtime control to achieve predetermined running goals.
- the object of the invention is to provide a method according to the preamble of claim 1, which allows the rolling resistance of running departments to be determined very precisely, without this being a measuring section with constant inclination and at a precise distance from each other Track switching equipment required.
- the method according to the invention should also still be applicable if one of the track switching devices for the determination of traffic events fails. It should do without the mandatory use of speed measuring devices to determine the vehicle speeds in the measuring section and should not require detailed knowledge of vehicle-specific parameters such as the center distances for its application.
- the method according to the invention is based on the consideration that the values for the model parameters included in any simulation model for describing the route / runtime behavior of freely running departments have only been correctly selected if the runway / runtime behavior of the departments calculated from the simulation model covers the actual route / runtime behavior of these departments.
- the comparison of the simulated with the actual driving behavior of a department according to running time or speed will regularly show certain deviations, i. H. the values used for the variables in the simulation model do not correspond to the actual values of these variables.
- the method according to the invention now provides for the values of the variables used in the simulation model to be gradually optimized using a mathematical method until finally the simulated driving behavior matches the actual driving behavior.
- This process takes a finite amount of time after the actual running behavior of the vehicles has been recorded; this period of time is available the more in shunting mode, the sooner the running behavior of the departments in free run z. B. detected shortly behind the summit.
- the model parameters to be determined are required for the control of the brakes further ahead in the running path and the running time there is many times longer than the time for the adaptation of the running behavior determined in the simulation model of a department to its actual running behavior.
- the runtime is adjusted in online mode.
- the description of the running behavior of a department in free running is done regularly via an energy balance, in which the kinetic and the potential energy of the Department is described in different running positions; the numerical difference between these energies corresponds to the influence of all the resistances acting on the department when passing through the measuring section.
- these resistances include a speed-dependent running resistance, which is dependent on the respective running path position and essentially describes the obstacles caused by wind, track arches, wheel links, rail twists and bends and other comparable influences the rail act on the vehicle.
- the axle weights of the departments are recorded on the track-side transducers when the individual wheel sets pass the transducers.
- the method according to the invention uses track switching means for the run / runtime description of the departments in free run, hereinafter referred to as contacts, which are preferably arranged predominantly in the direction of travel behind the summit mountain. Their distance from one another must be known, but it is not necessary for the contacts to have a predetermined distance from one another.
- the measuring section defined by the contacts also need not have a certain constant gradient. Rather, the gradient can in principle be chosen arbitrarily, only it must be measured with sufficient accuracy in order to be able to determine the downward slope forces arising there for the individual running positions of the department.
- the method can also be used on measuring sections that contain sections with inclines.
- the method according to the invention manages to determine the advancing speed of the department in the measuring section without speed measuring devices; rather, the entry speed of the department into the measuring section is initially preferably estimated; the Changes in the department's speed when advancing in the measuring section result from arithmetic tracking of the axes, taking into account the track gradient at the respective running position of the axes.
- the center distances to be used as the basis for route tracking may or may not be known in advance; they can be estimated at least approximately from the rollover times of the contacts and the distance between the contacts.
- the estimated values for rolling resistance, vehicle speed and center distances, which are required for the simulation of the running of the vehicle, are gradually calculated and optimized more precisely in the course of using the method according to the invention.
- FIG. 1 There is schematically shown a track in the area of a drain mountain peak with a department consisting of two coupled vehicles. Each vehicle has two axles A with a first digit identifying the position of the vehicle and with a following digit following a point and identifying the position of the respective axle in the vehicle.
- the associated traffic events are indicated by the identification of the contact, the axis and the rollover time marked.
- the rolling over of the first contact K1 by the first axis A1.1 marks the time to for the start of the tracing.
- the rollover times of the contacts through the individual axes are determined from the simulation model, which result from the values of the model parameters taken into account in the simulation.
- One of these model parameters is the department's initial speed at the beginning of the trace. This initial speed is estimated. This can e.g. B. happen by the time evaluation of the passage of successive rail contacts and taking into account their distance. The value of an average speed between these two contacts to be determined could, for. B. can be used as a first estimate of the initial speed of the department.
- the differential equations given in FIG. 2 with the associated initial values for the start of the sequence tracking apply to the route tracking of a department in the measuring section and the influence of the variables on the transit times at predetermined running positions.
- the influence of a change in the assumed rolling resistance can be determined for each arithmetically determinable driving event and determine the assumed initial speed on the calculated running time.
- the influence of the change in the assumed center distances follows from the reciprocal of the calculated speed of the department (second differential equation).
- These values are entered line by line in the matrix according to FIG. 3 for the respective run times supplied from the model and the actual run times.
- the indices used behind the determination expressions in FIG. 3 indicate that the numerical value in question is a calculated value and to which traffic event this value applies.
- the matrix contains further values which contain the dependence of the assumed center distances on the running times.
- the matrix shown in FIG. 3 is finally obtained, the larger the larger is the number of contacts whose travel events are evaluated and the larger the number of axes in a department.
- three contacts are sufficient to use the method according to the invention.
- the accuracy of the method depends largely on the length of the measuring section, less on the number of contacts; There is already redundancy with three contacts. From a certain The number of axes can no longer be used because it must then be assumed that the department no longer goes into free circulation, but is either still pushed or already braked, so that the simulation model is no longer valid. In this case, rolling resistance substitute values based on empirical values must be assumed for the further vehicle control.
- the mathematical orthogonalization method is applied to the values of the matrix shown in FIG. This method results in correction values ⁇ w R , ⁇ v0, ⁇ 11 to ⁇ 1q for all parameters included in the matrix. These values indicate the manner in which the parameter values previously used in the simulation model are to be corrected in order to achieve a better adaptation to the actual running behavior, ie to minimize the deviation between the actual and calculated rollover times.
- the correction values found in each case by the orthogonalization are introduced as additive quantities in the simulation model and change the values of these quantities used up to now. A new simulation run then takes place, which in turn calculates the rollover times of the contacts through the individual axes.
- the termination criterion for the iteration cycle for optimizing the runtime is preferably reached when the value of the deviation squares t 2 or a forecast for the value of the deviation squares after the parameter correction has been carried out between the mathematically determined and the actual runtimes leads to a relative change in the deviation squares below a predetermined value Value of z. B. 1 ⁇ .
- the value for the relative change in the squares of deviations from the measured and calculated runtimes is a system-specific value, ie it differs from drain system to drain system.
- information can be given on the one hand about vehicles whose calculated running behavior does not adapt to the actual running behavior in the same way as that of the other departments; such departments could e.g. B. partially filled tank wagons sloshing content. Long-term observations could also cause influences due to the measurement route, such as e.g. B. Changes in the rail bedding or imprecise switching track switching means can be detected.
- the use of the method according to the invention makes it possible to determine the rolling resistance of departments with high precision without the need for a measuring section with a constant gradient or track switching means arranged at a predetermined distance from one another.
- the method according to the invention even allows the rolling resistance to be determined very precisely if one or more of the contacts fails, by using the measured values of another contact instead of the measured values of this contact. If, for example, the contact K1 fails in the exemplary embodiment in FIG. 1, the contact K2 takes over its function, the first axis of each sequence marking the start of the trace as it passes this contact K2.
- the determination of the rolling resistance is necessary in order to be able to carry out a reasonably precise braking of the running target. Especially when it comes to braking with a department's low running speed close to the target point, it is of great advantage to take into account the influence of wind on the department concerned, both when determining the rolling resistance and for the later braking of the running target.
- the wind influence into account when determining the rolling resistance of a department, the wind direction and the wind strength in the area of the measuring section are detected and from this as well as from department-related data such as the front surface of the department the influence of the wind on the speed of the department is determined and for the simulation of the assumed vehicle speed subtracted or added. This gives a value for the rolling resistance that is independent of wind influences.
- estimates of the running time are first used for the simulation of the running time / travel path behavior of running departments Rolling resistance, the initial speed and the center distances of the departments. Even if the initial values are not all too well estimated, the method according to the invention converges sufficiently quickly as a rule after three iteration steps. Of course, it is possible to use values for these estimated values that were determined by a measuring process. This could, for. B.
- a speed measurement in the area of the measuring section by a radar device which is there anyway, or there could be a track-bound speed measuring device which determines the speed of a department in a measuring section from the detuning of a track circle by the first axis of a department.
- a radar device which is there anyway, or there could be a track-bound speed measuring device which determines the speed of a department in a measuring section from the detuning of a track circle by the first axis of a department.
- the center distances very good estimates could be taken from corresponding pre-reported data, provided that this data is available or this data could be supplied by a radar device for tracking the long distance. It is also advantageous to use certain standardized center distances, such as. B. on bogies, instead of the estimated values to access the then exactly existing distance values.
- a very important advantage of the method according to the invention is that for the determination of the rolling resistance of running departments, only time values, that is to say primary values, and not secondary values derived therefrom, such as speeds or accelerations, have to be used. All such secondary values would be associated with measurement errors which would be far greater than the time measurement errors, which are preferably given exclusively by the raster of the temporal sampling of the sensor messages. This is also a reason why the method according to the invention converges very quickly and stably.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Train Traffic Observation, Control, And Security (AREA)
- Measurement Of Resistance Or Impedance (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Management, Administration, Business Operations System, And Electronic Commerce (AREA)
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE4214541A DE4214541A1 (de) | 1992-04-29 | 1992-04-29 | Verfahren zum bestimmen des rollwiderstandes von eisenbahnfahrzeugen |
| DE4214541 | 1992-04-29 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| EP0568167A1 EP0568167A1 (de) | 1993-11-03 |
| EP0568167B1 true EP0568167B1 (de) | 1995-02-15 |
Family
ID=6458016
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| EP93250107A Expired - Lifetime EP0568167B1 (de) | 1992-04-29 | 1993-04-14 | Verfahren zum Bestimmen des Rollwiderstandes von Eisenbahnfahrzeugen |
Country Status (6)
| Country | Link |
|---|---|
| EP (1) | EP0568167B1 (da) |
| AT (1) | ATE118416T1 (da) |
| DE (4) | DE4214541A1 (da) |
| DK (1) | DK0568167T3 (da) |
| ES (1) | ES2069445T3 (da) |
| GR (1) | GR3015743T3 (da) |
Families Citing this family (14)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE4214541A1 (de) * | 1992-04-29 | 1993-11-04 | Siemens Ag | Verfahren zum bestimmen des rollwiderstandes von eisenbahnfahrzeugen |
| FR2725520B1 (fr) * | 1994-10-06 | 1996-12-20 | Univ Franche Comte | Procede et dispositif de mesure des coefficients de resistance aerodynamique et de roulement d'un vehicule terrestre |
| DE19507931C1 (de) * | 1995-02-24 | 1996-09-12 | Siemens Ag | Verfahren zum Aktualisieren von Ersatzwerten für eine laufbestimmende Eigenschaft von Wagen auf einer Rangieranlage |
| DE19507932C1 (de) * | 1995-02-24 | 1996-07-25 | Siemens Ag | Verfahren zum Bilden eines Ersatzwertes für eine laufbestimmende Eigenschaft von Wagen auf einer Rangieranlage |
| DE19526816C2 (de) * | 1995-07-12 | 1998-04-09 | Siemens Ag | Verfahren zum Erkennen einer Fehlmeldung bei einer abschnittsweisen Achszählung |
| DE19736711C1 (de) * | 1997-08-18 | 1998-11-12 | Siemens Ag | Meßverfahren zum Bestimmen der Achsengeschwindigkeit einer Wagenachse |
| DE102008026572A1 (de) | 2008-05-30 | 2009-12-10 | Siemens Aktiengesellschaft | Verfahren und Anordnung zur Überwachung des Belegungszustandes eines Gleisabschnitts |
| DE102010041183A1 (de) | 2010-09-22 | 2012-03-22 | Siemens Aktiengesellschaft | Verfahren zum Betreiben einer Ablaufanlage des schienengebundenen Verkehrs sowie Steuer-Einrichtung für eine solche Ablaufanlage |
| DE102011079419A1 (de) * | 2011-07-19 | 2013-01-24 | Siemens Aktiengesellschaft | Verfahren sowie Steuereinrichtung zum Bestimmen der Länge zumindest eines Gleisabschnitts |
| DE102011079416A1 (de) * | 2011-07-19 | 2013-01-24 | Siemens Aktiengesellschaft | Verfahren sowie Steuereinrichtung zum Bestimmen der Länge zumindest eines Gleisabschnitts |
| DE102017207646A1 (de) * | 2017-05-05 | 2018-11-08 | Siemens Aktiengesellschaft | Verfahren zum Betreiben einer rangiertechnischen Ablaufanlage sowie Steuereinrichtung für eine solche Anlage |
| DE102018202081A1 (de) * | 2018-02-09 | 2019-08-14 | Knorr-Bremse Systeme für Schienenfahrzeuge GmbH | Verfahren zur Anpassung eines Schienenfahrzeugmodells |
| WO2025235706A1 (en) * | 2024-05-08 | 2025-11-13 | Bnsf Railway Company | Systems and methods with predictive models for estimating tuning coefficients of a classification yard |
| CN120745094B (zh) * | 2025-09-05 | 2025-12-26 | 北京大学 | 一种基于第一类Lagrange方程的双轮车接触力估计方法和装置 |
Family Cites Families (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE1095016B (de) * | 1956-02-01 | 1960-12-15 | Siemens Ag | Einrichtung zur Ausloesung von Steuer- oder Signalvorgaengen |
| DE1015037B (de) * | 1956-03-23 | 1957-09-05 | Funke Huster Elektrizitaets | Wagensortiereinrichtung fuer Grubenbahnen |
| DE1236256B (de) * | 1965-06-05 | 1967-03-09 | Siemens Ag | Anordnung zum Bestimmen des Rollwiderstandes von Eisenbahnwagen |
| US4256278A (en) * | 1979-07-23 | 1981-03-17 | Servo Corporation Of America | Railway freight car identification system |
| GB2093593A (en) * | 1981-02-20 | 1982-09-02 | Coal Industry Patents Ltd | Method of and equipment for sensing speed of travel |
| DD229657B5 (de) * | 1984-12-14 | 1994-08-04 | Deutsche Reichsbahn | Verfahren zur Anzahl- und Laengenermittlung bewegter Eisenbahnfahrzeuge |
| DD233347A1 (de) * | 1984-12-28 | 1986-02-26 | Verkehrswesen Forsch Inst | Schaltungsanordnung zur erfassung und identifizierung rollender schienenfahrzeuge |
| DE4214541A1 (de) * | 1992-04-29 | 1993-11-04 | Siemens Ag | Verfahren zum bestimmen des rollwiderstandes von eisenbahnfahrzeugen |
-
1992
- 1992-04-29 DE DE4214541A patent/DE4214541A1/de not_active Withdrawn
- 1992-08-19 DE DE4227789A patent/DE4227789B4/de not_active Expired - Fee Related
- 1992-08-19 DE DE4227787A patent/DE4227787C2/de not_active Expired - Fee Related
-
1993
- 1993-04-14 DK DK93250107.5T patent/DK0568167T3/da active
- 1993-04-14 AT AT93250107T patent/ATE118416T1/de not_active IP Right Cessation
- 1993-04-14 ES ES93250107T patent/ES2069445T3/es not_active Expired - Lifetime
- 1993-04-14 EP EP93250107A patent/EP0568167B1/de not_active Expired - Lifetime
- 1993-04-14 DE DE59300081T patent/DE59300081D1/de not_active Expired - Fee Related
-
1995
- 1995-04-10 GR GR950400883T patent/GR3015743T3/el unknown
Also Published As
| Publication number | Publication date |
|---|---|
| DE4227789B4 (de) | 2006-06-01 |
| GR3015743T3 (en) | 1995-07-31 |
| DE4214541A1 (de) | 1993-11-04 |
| DE4227789A1 (de) | 1994-02-24 |
| DE4227787A1 (de) | 1994-02-24 |
| ES2069445T3 (es) | 1995-05-01 |
| DK0568167T3 (da) | 1995-07-10 |
| DE4227787C2 (de) | 2001-06-28 |
| EP0568167A1 (de) | 1993-11-03 |
| ATE118416T1 (de) | 1995-03-15 |
| DE59300081D1 (de) | 1995-03-23 |
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